The Model Yachtsman and Canoeist: Volume 5, Issue 8 – August 1888

ENLARGED SERIES AModel- Wachtsman AND} CANOEHIST. FROM AN INSTANTANEOUS PHOTO, BY W. U. KIRK, WEST COWES, Iw. A Monthly Journal of Model Yacht Construction, Fitting and Sailing; Canoeing News; Doings of the Clubs; Yachting Items; Correspondence; Sale and Exchange; &c. Vol. V.—No. 8. AUGUST, All Communications (except Canoeing) must be addressed ** THE EDITOR of The Model- Vachtsman, 161 & 162, High Street, Hull.” CANOEING Communications must be addressed “THE EpitTor of The Canoeist?, 46, Chesilton Rd., Munster Park, London, S.W.” THE MODEL-YACHTSMAN & CANOEIST is published on the Ist of each month, and can be had of any bookseller, or will be sent on application to the Publishers, on the following terms :—Post-free to any part of the United Kingdom, Europe or America…… paid in advance…… 3/6 per annum 44d. or 1d, stamps may be sent in payment. N.B,— In sending for single copies, 314d. in stamps must be enclosed to cover postage. Hutt: THomas GRAssAM, 161 & 162, High Street. Lonpon: E. MaRLBoroucH & Co., 51, Old Bailey. DVERTISEMENTS should reach this office not later than the 21st of the month, to secure insertion in the following issue. Rates on application. To Foreign Subseribers!—Al!l subscriptions must | 1888. | Price 3a., Post-free 3¥ad. 8 The famous American a] Magazine, of Sport and Travel, is about to ex- tend its sphere by issuing an English and Colonial Edition. The publication of the English edition has been undertaken by Mussrs. Carr & Co., 26, ParmrNOsTER Square, Lonnon, E.C., and leading pub- lishing firms in Melbourne and Sidney (Australia) have the magazine in hand. The Yachting, Hunting, Shooting, Fishing, Riding, Bicycling and Tricycling, Canoeing, Rowing, Cricket, Ice Yachting, Photography, and Travel features will be continued, with an increased number of illustrations and other im- provements. THE MODEL-YACHTSMAN AND CANOEIST CAN RE OBTAINED OF be sent by Post Office Orders, payable to THos. GRASSAM, Hu; or, if sent in Foreign Stamps, please send value in Messrs. JOHN LOWLES & COMPY., able to ‘The Model-Yachtsman” will not for the future be accepted, Who will also receive ADVERTISEMENTS at lowest one or two stamps only, of high value.—P.O.O. made pay- 75a, Queen Victoria St., London, £.C., Office Rates, THE MODEL-YACHTSMAN AND CANOEIS?. 142 OUR ILLUSTRATIONS. A TEN-TON MODEL. A Correspondent writes :—‘‘I have made a model from the design published in your January number, which I have found to bea fast boat, but not reliable enough for match sailing, as when well pressed over she will not luff properly and ease herself, but is liable to pay off altogether, and run fora time before the wind. This was a great disappoint- A CorrisronpEent from Liverpool, who is an enthusiastic Model-Yachtsman, is about removing to Bradford. We have handed him the name of one of our Bradford friends who is a lover of the sport, and hope the experience of Liverpool will be used for the purpose of finding the Bradford club. —_O-—– Tun letter we publish from a Hartlepool correspondent, should have the effect of waking up the model-yachtsmen of that district to better progress than they are at present making. We hope some one will begin in earnest the task of organizing the Hartlepool club. Our columns are open for any correspondence on the subject :—- 29, Mitchell Street, West Hartlepool. Dear Sir,—I think I may preface this letter with the remark that as a model-yachtsman I have got heaps of ideas from your paper ‘* Zhe Model- Yachtsman and Canoeist” for Ihave the two years for which I have been a subscriber. built several models lately, perhaps not with any marked success, but 1 think I may say each succeeding one has been an improvement on the preceding one, There were several letters in the*paper (district) lately relating to model yachts, one for having the Park pond for sailing on &c. I merely mention this to show you that there is a widening interest in this town regarding the sfert. Now Mr. Editor, on your list of Model Yacht Clubs you have West Hartlepool, I have asked persons who were once in it (and who are still building models) for particulars about it, and they say they do not know whether it is in existence or not. I should have thought a Sec. would have been only too glad to have seen those letters’in the paper and would have had something to say about the matter. Asa month or so has gone by and the subject has apparently dropped I thought if I just let you know about same, you might give a stir upin the Afodel Vachtsman about it. Ihave not seen a notice of a match having been sailed at West Hartlepool since I took your paper in. Now I have two friends who as well as myself are ardent model-yachismen, who have sailed more or less according to the weather since a year last Xmas to our own amusement, then there were those individuals who wrote to the papers, now all these would make an addition to a club We (that is the 3 of us) are just about to start on Tthink. §-tonners 1730″ rule as svon as we can procure suitable wood, and in addition to these my father is busy with one and we intend having a bit of fun out of them as well as “NYASSA.” testing the various forms of yachts. obtained, yet they are not the lines from which to get steadiness. As you have observed many times in your paper, in model yachting steadiness is the first consideration, the very basis upon which all our speed developments must be built ; this first, and as much speed as can be got on the top of it. I have come to the conclusion that the beautiful lines must be altered, and in such direction as to work for steady sailing—therefore I have filled out the fore-body, shortened the bow, fined the after-body. and taken somewhat from the depth of body amidships, the result being shown in the sections which I send you. Part of the difference can be seen on comparison with sections in January number, but as the midship section is moved further forward, the whole alteration is not apparent. The same sheer outline shown in January number is utilized, but the sections are spaced as follows ;-From the fore-side of stem at water-line No. I, five inches, No. 2, ning inches, No. 3, thirteen inches, No. 4, isthe mid section nipeteen inches, No. 5, twenty-five ee tio elie eee ee Lates. Gtiterinl been able to make her sail steadily. Iam, therefore, sure that the fault is in the shape of the ship, but yet cannot point to any particular part of her that iswrong. he bow is perhaps too long, the quarters rather too heavy, the section of greatest area too far aft, or perhaps the boat has too much displacement in the middle, giving her a body of such a curvy nature, that although with such curves high speed may be oo i nummern gratis vom ,,Wassersport”, Berlin SW. ment to me, and having tried all imaginable changes 1m the balance of sail, first clipping her wings forward and then aft, and trying the mast in several different positions, I have not >» Probe- inches, No. 6, twenty nine inches, No. 7, thirty three inches, and No. 8, thirty-five oat ahalf inches, No. 9, thirty-eight a half inches. If these “sections be carefully fitted in their * places, the widths at top will give the shape of the deck, widths at bottom the shape of the keel, and the heights will ~ > give the deck sheer and depth of the hull. I do not pretend that these sections will make so handsome a model, but feel * sure that they will furnish one that will sail more steadily.” MODE OF CALCULATING THE POSITION OF C.E. OF SAILS, — [lustrirt. Srr,—The thanks of your-subscribers are due to you for the very fine drawing of a yacht’s sail-plan. It is far in advance of any previous design in the M. Y. & C. The lines are all clean and sharply cut, and it is altogether a work of art. .There is one mistake which may mislead your readers, viz: in the 8th line from bottom of the first column of my letter in your May number, the small c. should be a large one, and is one of the points of the triangle A.B.C. Since I sent you the letter I have learnt a much easier way of calculating the C.E. of mainsail. Take the mainsail A.B.C.D., draw aline from A. to C. and from B. to D. which cut, A.C. in Z. Measure the distance C.Z. and set it off from A., X. ; join B.X. and D.X. At the centre of B.X.,Y. draw a line to D. ; at the centre of D.X., W, draw to B. The point of intersection will be found to be identical ® 5, which was found to be the C.E. of the mainsail by the previous method. This new mode of arriving at the C.E, is much more simple, and Tam indebted to Mr. W. Graham, of Jarrow, for the information. It may be remembered that Mr. W. H Dreaper, in the February number, said that oa«>* reich there were four centres to deal with in designing. The centre of gravity of displacement. oe ” ‘i », 4» », Jateral resistance. gravity of the whole mass, effort of the sails. r Verbreitetste Sportzeitung Deutschlands. Wichentlich eine Nummer, MODEL-YACHTSMAN AND CANOEIST. Mr. Dreaper, by bringing forward these four centres and not explaining them, adds bewilderment to those who are already bewildered. ‘‘The centre of gravity of displacement” Multipliers. is precisely the same as the centre of buoyancy, which is the centre of the hole made in the water by the immersed portion calculation for the centre of buoyancy. I will suppose you have your sheer-plan to your liking, and have calculated the C.L.R., and have fixed Its position where you want it. The C.E. of the sails is to be directly over it and the C.B. is to be on the same vertical line, Draw in the half section of your ® and calculate the immersed area and with the l.w.]. as a base set off the area to scale on the ordinate at @ At points half way between the @ and the stem and stern draw in and calculate the areas of sections, setting them off as before. You will have three areas and must add the displacement at the stem which will be nothing, and the stern not much—but easily arrived at—as thickness of the projecting rudder. it will be only the I calculate my sections in Aalves thus, (see drawing of @ ) the immersed section from i.w.l. to the bottom of keel in each section is divided into four equal spaces giving an unequal number of ordinates. These are measured and set down in acolumn, and multiplied by Simpson’s first rule. Add the products together and then multiply the total sum so gained by % of the common interval of the ordinates, 7z.¢. the distance between the water lines. Example. oO gOoOx I= 30 20°0′ i 27 x 4 = 10’°8 1’55 x \% of space between 2 I5x2= 3’0 wee 31131 ‘000″ 3 07 x4 23 4 O4XI= Of [water lines, — — 10°333 square inches area. 20°0 Having treated your sections thus and measured off the areas on the perpendicular ordinates above the l.w.l, you have the basis ofa curve, which you can lay down with a spline. Now measure off the quantities at each station, Multiply them by Simpson’s multipliers and add the products up, These products are next multiplied by the numbers of their respective positions below the Lw.L and added. The addition is divided by the total of the products and the quotient multiplied by the common interval. The result is the distance that C.B. és aff of the fore-side of stem. Example. Vertical Half Sections. – Areas. re) Multipliers. Ox x 4 = 2. 390 =x 2 = 3 4. 64 89 x x 4 2 = = 7°8 25°6 17°8 10‘’4 x 4 2 = = 416 773 4°70 x Xx 4 2 = = 29°2 8’0 X 4 = I 5 6 7 8 9 10 rs @ g8 T4 oo x 6x I= Products. oo) I = o°O 72 196 5°6 rohe) —_ of a vessel. ‘‘The centre of gravity of the whole mass” is the C.G. of the hull and spars and everything on board a yacht, including men. To calculate this in a model is rather fine and certainly beyond me, but having got your model to float as designed on paper with her spars, sails all set, and her keel on, ‘‘I reckon it will do” and will pass on to the 143 Moments. fe) ONO OMI Aur b ooh = oO THE 5°02 72 3:15 distance 15°6 V.S, are apart. 76°8 25‘1O 7L’2 208’0 feet 117°6 156130 inches that C.B, is aft fore side of 204°4 64°0 50°4 stem. a’o 815’2 (5019 8120 3200 — 1624 15°760 The curve must be so constructed that the C.B. is found in the desired spot and the areas of sections must be humoured to get them exact, else you will trouble your C.B. either fore or aft, and create couple between the C.L.R, and C.B, which two centres will cause your boat to run off and be unsteady, Those who have thought it worth while following me, have now got the mode of calculating the C.L.R., C.B., and the C.E. Before I lay aside my pen there is one more interesting calculation to me. By the vertical sections we have found that our model on the inch to foot scale, although calculated in feet, has to be reduced to the twelfth scale throughout. We have seen that she has a displace: ment of 170°520 square feet. Freshwater weights 62°5 lb, per square foot. There are 35°82 square feet of fresh water in a ton, therefore if you divide the displacement by 35°82 and multiply by 2 (for we have only calculated half the sections) you get the weight of the vessel zz fows. Turn the tons to pounds and divide by the constant 1728 (for the twelfth scale) and you have the weight of your model yacht. Example: 170°52 sq. ft. displacement. = 4°77 X 35°82 lbs. per sg. ft. of water, 2=9°54 tons displacement of whole mass, 9°54 tns. x 2240 lbs, = 21369’60o Ibs. : ———— = 12°33 lbs. displace-_ 1728 ment of whole mass or weight of model. From this you can get the weight of keel. Say that the hull, spars, and sails complete will weigh §lbs. it will leave you 7°33 lbs. for lead keel. Draw the top line of your keel on sheer plan—divide into an equal number of spaces—make sections also equally divided top to bottom, calculate them like the M.S.S. df remember that the addition is cubic inches. These are multiplied by “41, because one cubic inch equals ‘a1lbs. and the sum total is the weight of lead of the whole figure, Here endeth my last chapter. ARTHUR NEWALL, Gateshead M.¥,C, P.$.—The ].w.1. is 31°5 in., and the ordinates for curve are drawn in quarter-inches and tenths-of-quarteis. The top line of keel was re-divided in equal number of spaces for easy calculation. 16274 . 3°95 8120 1624 4872 3)511°560 170°520 square feet displacement. NOTES AND QUERIES, THE Epiror, Zhe Model- Vachtsman. I think it would be of interest to some of your readers if you would instruct usin the manner of working out a displacement sheet, and also, in calculating the weight of a given form of lead keel—say a rockered keel having an irregular form. JAMES B. Macpona.Lp, Inverkip by Greenock, N.B, 144 MODEL-YACHTSMAN THE Whilst small craft, notably the three tonners, are developing enhanced and ever-increasing powers, the smallest of craft, the model division, receive more and more attention at the hands of many expert yachtsmen, and several wellknown faces may be seen amongst the spectators at the Round Pond, Kensington Gardens, where the London Model Yacht Club sail every Thursday throughout theseason. This year’s winterly spring and summer have been rather favorable than otherwise for their matches, as wind has seldom failed. Mr. Percy Toulmin’s ‘Sylvia,’ a ten-ton model, won a recent match; but perhaps the prettiest boat is Mr T. R. Tatchell’s ‘Nyleptha,’ £§-ton rating, which he designed and built himself, with the Bermuda yawl rig. The club has recently received a considerable accession of members, many of whom will be active during the next few months, and storage accommodation is being proportionately increased,—Aazley’s Magaziae for Fuly, Dvings of the Chis. Reports for publication must be legibly written, on one side of the paper oxz/y, and forwarded to the Eprror not later than the 20th of each month, to ensure insertion in the following issue. Albert M.V.C.—The fourth annual regatta of the club was sailed on the club’s lake, Chalklane, Hessle-road, on Saturday, June 28th. There was a large number of spectators, and, favoured with a smart breeze from the northeast, the various heats were sailed in capital style, with the following results :—380-tons, Mr. C. Farr, lst prize; ditto, Mr. J. Whiteway, 2nd; 20-tons Mr. A. McMillan, 1st; ditto, Mr. J. Hobbs, 2nd; 10-tons, Mr. F. Hellyer, Ist; ditto, Mr. G. Jarrett, Qnd.—The fifth regatta was sailed on Saturday, July 7th, when there was a large number of spectators. Very light winds from the south-east prevailed, and various heats were sailed, with the following results ;— 30-tons, lst prize, Mr. C. Farr; 2nd prize, Mr. F. Hellyer; 20-tons, 1, Mr. J. Harris, 2, J. H. Hobbs; 10-tons, 1, Mr. G. Jarratt, 2, Mr. J. H. Hobbs. Kingstown (Ireland) M.Y.C—This club held their opening cruise on April 28th, when 9 boats had a very pleasant sail about the Larboury, Capt. Crofton’s schooner ‘Shannon’ 59 tons, going about like an amateur steamboat. The day was very squally though the sea was smooth. The following Saturday, May 5th, was also very wild, but the four 15-tonners entered came to the post, viz:—‘Jenny’ J. Dolan; ‘Ulerin’ R. J. Roe; ‘Oweenee’ L, Douglas ; ‘Ianthe’ G. Pennefather; all being cutters, the three former being new. ‘Oweenee’ lost her gaff and ‘Ianthe’ her main halyards while taking preliminary canters, and as ‘Ulerin’ had also done something to herself ‘Jenny’ walked over, getting three marks. Saturday, May 12th, brought out four 8-tonners, ‘Delvin’ E. W. Roe: ‘Lily’ J. Dolan; ‘Dove’ G. Cherry ; ‘Genesta’ R. Roe ; all being cutters and 7% AND CANOEIST. all last years models, the first side of the triangle being a beat, resulted in ‘Lily’ getting 3 marks, ‘Genesta’ and ‘Dove’ getting 2 and 1 respectively; in the next reach, ‘Genesta’ scored 3, ‘Lily’ 2, and ‘Dove’ 1; and in the final run the ‘Dove’ walked in first, getting 3, ‘Lily’ 2, ‘Genesta’ 1. The total being ‘Lily’ 7, ‘Genesta’ 6, ‘Dove’ 5, Delvin 0. The day being a perfect one for models and nice steady E. wind blowing. The 4-ton match on Saturday, May 19th, had 3 entries and the same starters, they were ‘Latona’ yawi R. Roe; ‘Luath’ L. Douglas; ‘Fairy’ C. Crofton, the two latter being cutters and the first and last being new, ‘Latona’ being an extreme type of a narrow model; just after the start a regular gale sprang up, which as it kept increasing necessitated the race being abandoned, and it was re-sailed one evening the following week, the first stretch being 3 marks to ‘Luath’, 2 to ‘Latona,’ and one to ‘Fairy,’ and the second and third courses falling to ‘Latona’, ‘Luath’ 2nd, ‘Fairy’ not sailing in them. Total: ‘Latona’ 8, ‘Luath’ 7, ‘Fairy’ 1. On Whit Monday, the race was open, but no outsiders entered, owing to there being model races at Holyhead regatta on the same day, for which all the available model-yachtsmen had entered, but 7 K.M.Y.C. boats entered, and five of them starting had a very pleasant outing. The big ‘Shannon’ broke her bowsprit when leading well, so the prize fell to ‘Jenny,’ ‘Ulerin’ 2nd, ‘Oweenee’ 8rd, ‘Ianthe’ 4th, the three latter having had a good tussle ali through. The following Saturday, was a 16-ton match for which ‘Jenny’ ‘Oweenee’ and ‘Ulerin’ had entered in addition to ‘Lorna Doone’ P. Sheardown, and ‘Ulidia’ E. Roe, both being cutters, the latter new, all started, the ‘Jenny’ winning the three sides and getting top score, ‘Ulerin’ and ‘Oweenee’ scoring 2 and 1 in the first bit, and ‘Ulerin’ and ‘Lorna Doone’ in the second and third, the total being: ‘Jenny’ 9, ‘Ulerin’ 6, ‘Lorna Doone’ 2, ‘Oweenee’ 1, and ‘Ulidia’ 0, a fine N.E. breeze was blowing, which however, permitted full sail being carried on all. Only three 8-tonners turned up for the next Saturday’s match, viz :—‘Dove,’ ‘Genesta,’ and ‘Shamrock,’ sloop, which J. Dolan is racing in place of the famous ‘Lily.’ ‘Shamrock’ being a regular Yankee barring the centreboard, and she promises to rival ‘Lily’ in her prowess as she won all three sides, ‘Dove’ being second in two and ‘Genesta’ in one, total being, ‘Shamrock’ 9 marks, ‘Dove’ 5, ‘Genesta’ 4. A strong §.H. necessitating lowering topsails, was blowing. The 4-ton match for Saturday, June 9th, had 4 entries, ‘Latona,’ ‘Fairy,’ ‘Luath,’ and ‘Mirage,’ the latter being a new cutter of the American type, and which when in trim bids fair to win all before her. A light southerly wind which THE MODEL-YACHTSMAN piped up after was blowing, and ‘Luath’ got 3, ‘Latona’ 2, and ‘Mirage’ in the first bit, ‘Mirage’ getting pride of place with ‘Luath’ second and ‘Latona’ 3rd. In the next side ‘Latona’ gaining the last bit, ‘Luath’ getting second, and ‘Mirage’ 8rd. Total, ‘Luath’ 7, ‘Latona’ 6, ‘Mirage’ 5, ‘Fairy’ not having started. The 16-tonners had their fight on Saturday, June 16th, and ‘Jenny,’ ‘Ulidia,’ ‘Ulerin,’ ‘Oweenee,’ and ‘Lorna Deone,’ entered, the latter not turning and ‘Oweenee’ carrying away her bowsprit in a squall while cruising about before the start. ‘Jenny’ won the three sides totalling 9 marks, ‘Ulerin’ getting 3 seconds totalling 6, ‘Ulidia’ not finishing any of the courses. —— BRITISH CANOB CLUBS .x ROYAL ©.C,—T. G. F. Winser, Sec., 72, Mark Lane, London MERSEHY C,C.—C, Livingston, Mate, 20, Exchange-alley, Liverpool. CLYDE €.C.—H. K. Bromhead, Sec., 245, St. Vineent-st., Glasgow. WEAR C.C.—T. 0. Todd, Sec., 7, Winifredterrace, Sunderland. FREE ROVERS C.C.—E. 8. Cook, Capt., Curator, Council House Birmingham. HUMBER YAWL & C.C.—G. F. Holmes, Capt., Hornsea. Hull. TYNE C.C.—W, Atkin, Capt., 64, Marian-st. , Gateshead, BRITISH CANOH ASSOCIATION.—P , Nisbet, Seo., 1, Water-street Great Tower-street, City. (The B.C.A. is established for the Promotion of cruises and meets whereby canoeists in Great Britain, irrespecti ve of clubs, may unite fo the purpose of ernising, camping, and racing.) SUNDERLAND AMATEUR C. C.—J, G, Dawson, Secretary, 51 Amberley-street. : FREE CRUISHRS C.C.—E. Robson, Secretary, 38, North Bridge-st, Monkwearmouth, Sunderland, . Corrections Solicited. % In permanently placing this List in the MY. & C., we do so with a view of facilitating communication between Canoemen, and we trus: to be fully posted in new Clubs, and in correct details regarding th above List. Mr. Grassam, on receipt of a stamped directed wrappel will post a specimen copy of this Journal with order form.—Ed. began to score, and later on ‘Thistle’ got a first place ; ‘Florence’ though came off best with 12 points; ‘Tara’ doing well towards the end 9; CANOEIST. MEMS FROM THE MERSEY. —0o— Canoeing on the Mersey has not been as brisk this season as was anticipated, whether this is accounted for by the prevalent strong North East winds or the cold wet weather is hard to say. -—QO—. No new canoe has been built for us on this river yet, there has been a considerable changing of owners. —_—O— Salvina was sold in the early season and has since then changed hands, her first owner having become a Benedict had a craft built which holds four comfortably, she has beenaficat most Saturdays. The Captain’s muster of the M. C. C. passed off well, it wasa pretty sight to see so many white wings fluttering in the breeze. A‘l returned to the boat- house together and founda substantial tea awaiting them in the club room, an agreeable jwind up. Rumour has it a resolution was passed that the same thing on the same terms comes off every Saturdain y the season. [Who pays the piper? La.| —=Cpa There has been but little racing; the larger canoes having so far had it all to themselves. ‘Lita’ is coming to the fore, having secured two firsts. By the way, a new club has been inaugurated at the mouth of the Mersey. Blundell Sands is henceforth to bea place of canoeing interest. We wish the new club every success. —_o— Canoe Races are announced for the Regatta at Hoylake, onthe 28th. it is to be hoped there will this year be other competitors besides those from the M.C.C. 4vas ar ae el SNOL IAS YOd “YAN OL-OL Soy T“aild$ ‘inv “ager UP“BjsSf}oLN0OueAg-[D |||| 30W40ONILYNOTVNOILSOd40‘YO40STIV eeyor e Be[anSt|eLAEsT|liWahNOtnR|G-£a$1o| rek/aIaEeLKPtnia fpe | THE MODEL-YACHTSMAN ‘Hilda,’ after being laid up for two years, has been fitted up; her skipper seems to have taken more pride in having all his nickel plated fittings (which are of an elaborate nature) and gear in more apple-pie order than ever. Certainly she is a good all-round canoe. —_—Q——_ s/- each way for each first-class M.C.C. canoe, what could be more reasonable? —o— I hear both the skipper and his mate are for Loch Lomond; weel, I’l! go too, though I have been there before. Now Loch Lomond is the sweetest place on earth to canoe upon in very fine weather. ‘TACKALUFY. R.C.C. REGATTA FOR 788, On the day that the camp at Henley were being broken up, those of the Royal Canoe Club were being erected on a pleasant bit of green bank beWe were not able to put in an appearance until Thursday, when the tents belong- ing to the following were up: Messrs. Day, Marrable, Nisbet, Turner, Stewart, Ingram, Futcher, Webster, and Holding, most of whom were encamped that night. It had been raining and blow- ing hard and cold for a month ; but thougha little chilly that evening, there was evidently a change brewing; and so on Friday morning the bright sunshine stole through the tent. At half-past 7 in the morning the club swimming race took place, which was won by Hammerton, Stewart being second. At 7 the same evening there was a con- siderable fluster in the camp owing to new arrivals and fresh faces, including a considerable number of ladies. The event was a camping competition, in which Hammerton, Nisbet, and Holding, entered. The committee consisted of Messrs. Ingram, Leach, Church, and Wilmer. CANOEIST. 153 day was at 12-45—-a sailing and upsetting race ; but unluckily there was not even a breath, and the canoes would hardly move. race were, W. The entries B. and R. de Quincey, Stewart, and D. H. Rede Marrable. for this Turner, It would be difficult to say which of these men who upset their Already there is a fluttering about the B.C.A. cruise. Two berths are booked for Greenock steamer, sailing on the 3rd August, others are coming. First-class return saloon tickets available for eight days 15/-, for two months 21/-, which includes one 2/6 ticket for the Glasgow Exhibition, low Kingston, AND The decision was given: rst prize, value £3, Nisbet; 2nd_ prize, value £2, was awarded the Severn tent. About a dozen men were encamped that evening. On the Thursday, the Severn’s tent contained the majority of the campers until 1-30 a.m., when orders were given to clear out; whereas on the Friday evening it was Mr. Day’s palatial marine residence which held all the men in camp. Songs were the order of the evening, accompanied by the indetatigable B.C.A. Secretary on the banjo. The races on the Saturday began at 11-30 by a paddling Canadian race, which was won by Mr. Salter. One of the most interesting events of the canoes recovered them the most quickly. R. de Quincey and Stewart were first; bending his long athletic form over in the approval manner, in which he excelled at Hendon, and brought his boat up quick and sharp. His brother’s boat ‘Vanessa,’ being somewhat heavier with a lighter crew, was also brought up with a considerable amount of smartness. The heaviest boat was the ‘Mayola’; Mr. Marrable standing on the centre-board, and leaning well back, fetched her up. Of these five men who knew balers. they had to upset, R. de Quincey won this race. but two had The great paddling race of the day was the Challenge cup, for which Percy Nisbet, G. Porter, E. W. Lewis, and W. Brundrett entered, Mr. Porter won. this cup for the third year, after which he emphatically stated he should cease canoeing competitions.— The sixth event at 1-15—the sailing and paddling race-—received most entries, there being eleven boats, including Messrs. Nisbet, Ingram, B. and R. de Quincey, S. F. Staples, Rede Turner, Baden Powell, W. Stewart, Major Roberts, H. S. Salter, and I, H. Marrable. There was no wind worth arush ; and even the “‘cats paws,” for which many ° of them where hoping, neglected to put in their appearance, Quincey. ‘Phis race was also won by R. de The next important sailing event was a running match, for which there were four entries: but so slack was the wind, that though a short courseit , took an hour and a half to come to a de- cision, if, that is, any decision was come to at all. ‘The entries for this event were open up to the time of racing. ‘The result was that R. de Quincey in the “Atalanta” came out first, but was disqualified because he failed to exhibit his racing flag; stewart was second, also disqualified because he had been “rocking.” It was very tantalizing to have to sit in the boat so long; for at times they drifted back a hundred yards, after having gone two hundred with the slight breaths that blew. The most exciting and popular event of the whole day was that of the chase. Starting on the Middlesex shore, competitors where suppose d to paddle across, carry the boats round the judge, get in, paddle across, haul round an obstacle, and to cross again. The entries for this were: Messrs. Brundrett, Nisbet, and Hammerton, the latter in a Canadian, the other two in Rob Roys. But the latter were not in it. Hammerton in his light Canadian was first across, first in again, and landed on the Middlesex shore a good twenty yards ahead of the other two; then getting his canoe head on for stream he gave it a splendid push off into the 154 THE MODEL-YACHTSMAN water, and leapt into it amidships with tremendous force, the impetus of the leap aboard sending the canoe some twenty five feet from the bank. was the applause. Thus he had Loud reached the AND CANOEIST. The B.C.A, camp was pitched at the top of the Eoyt, and not a bad spot either. The following members of the Association attended the camp: Messrs. Wilmer, Nisbet, Tredwen, Scott, Thorp, Surrey shore before the other men had started on the second part of the journey. Mr. Hammerton during the next round repeated his shoot and leap in the same brilliant manner, and was of course an and Ricardo. A meeting was held by the committee, after partaking of tea in the Severn’s tent, easy winner. He afterwards treated the spectators to a little entertainment in the shape of upsetting cruise on that grandest inland lake in Britain— Loch Lomond, full particulars of which are found and emptying the canoe in the approved Indian fashion by shaking it, and then getting a-board. On the whole it all passed off pretty well. in another column. We hope to be able to attend it for a few days, and to make the acquaintance of some of the readers of the “Canoeist” in those Certainly there were some spectators though they complained, not without cause, that they could not T. H. Holding, E. T. Holding, (junr), Prothero, to make official arrangements for the forth-coming quarters at the time. Those who cannot take canoes up there, but would like a rough and tum- see the racing, it is a matter of fact the races start two hundred yards down from camp, instead of opposite to it, but why we know not. It should be named that the two crack old hands Baden Powell at the foot of the loch. We have used these boats, and can promise that those who do not wanta and Tredwen did not compete, the one for choice, varnished skiff may get some enjoyment out of them. the other Glasgow. for stress of professional business in AT HENLEY. Everybody seemed to get the modicum of en- joyment out of the Henley spite of the bad weather. Regatta this year in No doubt the public were greatly inconvenienced ; but another class, to whom it was a still more serious inconvenience, and one that in this place we should Sike to commiserate, are the ‘boaters’ as they are called in Scotland, in other words, letters of boats. For nearly half a mile above the town a number of itinerant camps had been arranged by the proprietors of boats, who had brought them from below stream and up stream in great abundance, It is the habit of this race of beings to extemporise a rude tent by the aid ofa few old sails and boat cushions: and under these they manage to sleep for the night, close besides their property. It will afford some idea of the trade done in this line, if we mention some prices. We had the pleasure of sojourning, the afternoon we were there, on the “Thistle” house-boat, the latest addition, as it is certainly the handsomest.and best fitted craft on the river. The owner was offered £80 for the Henley week, and refused it. own boat up in time, Unable to get our we inquired Canadian canoe for the day. the price of a £2 was asked with- out a blush. But judging from some facial expression that the price struck the inquirer asa little stiff, the vendor said, “thirty shillings”; and on our not jumping at the bargain, much to his surprise, he said: ‘What will you give”? The price, then, of the best Canadian canoes on Friday averaged about 25/-; a great many, however, were not let at all. The price of ordinary canoes and double pair sculling boats, went down to as low as 15/from a couple of pounds as the higher level. bled life amongst the campers, can hire at a moderate figure small boats at Alexander & Ballock, There was a fair sprinkling of R.C.C. men at the Henley camp, amongst whom many of the names above mentioned are to be included; but we may add to them such well-known cruisers as Mr. Bridger, Mr. Matthews, and others, whose blue burgee indicated their presence, though we had not the honour of their personal acquaintance. The gay and grand scene was only a little less impressive this year owing to the fact that the weather was less brilliant. The country looked more lovely, the grand wooded hills were grander, and the meadows wore a softer hue than is their custom. BRITISH CANOE ASSOCIATION. 1888. Locu Lomonp MEET. The above Meet, as already announced will commence on JULY 25TH, and the Executive trust that all intending to be present will endeavour to assemble at Balloch on the opening day, but for the convenience of those unable, from business or other engagements, to be there by that date, it has been decided that the Meet shall extend to WEDNESDAY, 15TH AUGUST. As this will be the First Meet of the BRITISH CANOE ASSOCIATION, the Committee have decided that it shall be thrown open to all Canocists and Boatowners in the United Kingdom and elsewhere, and gentlemen at present not members of the B.C.A., who wish to attend, are requested to send their names at once to the Hon. Sec. A Sub-Committee, consisting of Messrs. TREDWEN, WILMER, and NISBET, have arranged to visit the site of the Meet previous to the 25th, and will make all arrangements as to Camp, which will be a fixed one, on an Island on the Loch near Balloch. and a map giving exact spot and all information will be found at Balloch Station, Cruises and Excursions will be arranged by meetings held over night in the Committee Tent, the majority deciding as to destination. The following arrangements have been made as to transit of Canoes to Balloch :— LONDON AND SOUTHERN DIVISION— The General Steam Navigation Co. have agreed to take Canoes from F,.O,B, TIrongate Wharf to Granton at THE 1o/- MODEL-YACHTSMAN FREIGHT each Canoe ; thence to Balloch Station, at 41 per Truck, on which it is expected 4 Canoes can be stowed, the return Freight from Granton to be s/- per Canoe, a reduction of 10% will be made on Passenger Fares to Gentlemen accompanying their Canoes. Canoes being sent by this route can be forwarded to the care of Messrs. Chas. Atkins & Nisbet, Shipping Agents, at Irongate Wharf, who will attend to their shipment gratis, advice of despatch heing previously forwarded to this Firm at 1, Water Lane, Gt. Tower Street, E.C. The General Steam Navigation Co.’s steamers sail every Wednesday and Saturday from Granton, and Canoes should be at Irongate Wharf the day before to insure shipment. Grangemouth; Boats sail from Lynn to Messrs. Jas. Bowker & Co., the Agents of this line at Lynn, quote the following rate at owner’s risk : Freight to Grangemouth 20/- each, and thence to Balloch by rail at 1§/- per truck. Boats leave Lynn every Saturday and return from Grangemouth for Lynn via’ Hull every Tuesday. HULL AND NORTH-EASTERN DIVISION— RaILway Rate: Hull to Balloch 41/8 each way, minimum on ton.—By Steamer and Rail, Hull to Balloch, 37/6 each way, owner’s risk, BIRMINGHAM AND MIDLAND DIVISION— RAILWAY RATE: Canoes or Boats that can be carried in Guard’s Van without requiring special vehicle, 1d per mile each, minimum 2/6. Those requiring special Trucks, 3d per mile for the first truck and 2d per mile for each additional truck used, minimum charge 7/6 for the first truck and 5/- for each additional truck used, Reductions are made when more than one Cance or Boat can be safely loaded on same truck. The foregoing rates are from Station to Station. LIVERPOOL AND NORTH-WESTERN DIVISION—~ RAILWAY RATE: Liverpool to Balloch 30/- per Truck, on which 3 or 4 Canoes can be loaded. STEAMSHIP RATE ; Liverpool to Greenock or Glasgow, Freight 5/- each way, owner’s risk. Canoes can be sent from Greenock via Dumbarton to Balloch at a low rate, also direct from Glasgow. As no representatives have yet been appointed for other geographical divisions, special rates cannot be quoted this year, except those to be ascertained from the Companies themselves, but it is hoped that members of the B.C,A. will be able to get some reduction on application. Arrangements will be made by the Sub-Committee for a daily supply of Provisions to the Main Camp, besides Methylated Spirit and other necessaries, so that intending Campers need not previousiy Joad themselves with large supplies, A large Committee Tent will be erected at Main Camp, and will be used for Meetings of business and conviviality. The General Meeting has been fixed to take place on Monvay, AuGusT 16TH, and it is particularly requested that as many Members as possible in Camp or otherwise will be present, as being the first, a considerable amount of important business connected with the Association has to be attended to, such as Election of Officers, passing Rules, &c, For the convenience of those Members not wishing to send their Canoes to the Meet, and yet desirous of joining the Camp, the Sub-Committee will endeavour to arrange for the hire of small Boats at moderate prices from a local Boat Proprietor, and the Committee Tent will be available for sleeping accommodation for any Member not bringing a Tent. Mr. E. B. TREDWEN, R.C.C., is to be Officer of the Meet. The Hon. Sec. will give further information. Address 1, Water Lane, Great Tower Street, E.C., up till 21st inst., after that date to Pust Office, Balloch. CANOEIST PERCY NISBET, R.C.C., fan, See., BCA, 155 TYPICAL CRUISE OF THE WEEDBANKREACHERS. These enterprising and intrepid, but somewhat wetly inclined canoeists, have had their first cruise on a very peculiar bit of river in country. p.m.! trip, these They started It had worthy a peculiar bit of at about the hour a fortnight ago on a very of 4 interesting little better be clearly understood that gentlemen, generally speaking, despise big waters and such places as men do most congregate in. EASTERN DIVISION— The Carron Steamship Co.’s AND They are rarely to be found in the neighbourhood of towns and cities of the plain or the hills, and the rivers they navigate are very rarely turbid and brown, nor are they taken at the flood ; they prefer to take things-at the ebb. certain mill on a green river not far from middle of this little island, at 4 p.m. Ata the one fine hot afternoon, they put one of their double boats stern first into the mill dam, and commenced the cruise as follows :— Said mill dam 1o feet wide; length of canoe considerably over a dozen feet; height of mast and flag staff 9 feet ; height of trees above the river 6 feet. The first little problem they set themselves to do was as follows: ‘Forward on the starboard, back paddle on the port, to turn the canoe.” It would not turn; there was not length enough. The order was given to back it out; back out; the mast was in the trees. time ultimately to extricate the boat. It would not It took some Flag staff gone overboard ; within four inches of being swept over the iron bar into the big wheel below. Saved it by an inch. Backed canoe long way up stream, turned it round in the weeds; then went at it. River turns every few hundred yards. Sailed eighty yards, lowered mainsail, took to the paddles, pushed through the weeds and the rushes; astonished bathers on the banks, Reached first mill. Negotiated sundry low bridges. Investigated a great number of little dug-out branches drain. Backed out again, across of a big stream into another. Had to back out again. Depth of canoe drift six inches; depth of water in places three inches..Problem :—How to navigate a damp ditch with four hundred weight of stuff, cargo, crew, and craft—with the three C’s intact. Reached head of drain. Hauled over the grass into the river. Went on gaily for several hundred yards, first going east, west, and then south. Iron pipe level with surface. Crew jump ashore, drag canoe oer, then start afresh. The two members of the club in the canoe quarrel, and have a fearful duel with the paddle in the boat over a moor-hen’s nest with eight eggs. Stern man will have the eggs ; the commander refuses. Terrible and fear- ful struggle in the water. (No lives lost.) Keep twisting about through the meadows. Stiff current— no scenery—not much water—no houses—no bridges—some willows—-much cattle—no anything 156 else. | THE Come to a across the river. little island. MODEL-YACHTSMAN Ridge of stones all 114 inch water. Problem No 3: How to get the canoe over without going in ourselves? Make nine attempts occupying half an hour. Go on splendidly for another 150 yards. on some wooden stakes. Stick Wheel round intoa sheep washing pinfold. Next 150 yards all clear. Come to bridge 14 inches above the water—waterfall in the middle of it—stream rushing fast. Punt canoe under. After-man is found to have disappeared when canoe is through. Stick fast on stakes again. Heavy pull for three miles on deep water through rushes, over shallows, and various other experiences. The mizzen deck man goes for milk. The commander punts over the moss and moisture. Seven attempts at a little rapid. Breaks paddle in pushing it across it, Comes to a waterfall three feet drop. Stuck! Waits one bour in the gloaming. White thing seen coming over hedge, Ze. milk bottle followed by mizzen man. Order :— “Boots and stockings off.” Get in water. Lift boat over. Darkness coming on. Low hard meadow. Must camp—no place to camp. Lady, on beautiful bridge spanning stream. (N.B. the bridge was beautiful and 7¢ spanned the stream.) Bouquet of wild flowers–much interested. So are we—at least one is. Take a ditch to the right. Pull the canoe out through the weeds. Reach a canal. Put boat in. Climb 30 feet. Wipe off perspiration. Go along canal, Find a gentle slope of virgin grass; lovely wood in the rear. View from camp lovely! Grand mansion, in which dwelleth relatives of Sir Robert Peel—hundred bedrooms—grand gardens. up—have Nightingales. tea—congratulate over last pipe. ourselves. Light Dozing Hear awful whisperings in the wood, Muchalarmed. Interval of silence. 11 p.m.! Renewed whispering near the neighbouring gate. Rush out. Great flight, and screaming of female voices. at the Much mystified. great No inhabitants except house opposite side of the valley. Female visitors next morning. Arrangements in blue, white, and silver; very effective. Many photographs taken. All explained, The light from the tent raised in the Hall the cry of “fire! fire! fire’! Those who were partly dressed dress- ed completely. Those who were in bed got up. All female inhabitants, save two, came to see the fire ze. our candles. General strolls round. Stately inspection of camp and boat. The senior paddled nineteen ladies, two at a time, up to first drawbridge. Sailed back gaily in high glee. (Only took three and a half hours to do this.) Invited to the Hall to tea. Presents. More photographs. Love tokens. All’s well. YELLOW BLADE. [We returned this M.S., as we took it for a batch of notes Future visits. written by “Yellow Blade” when half asleep, or as new headings, of a proper report. He AND CANOEIST. most impudently returned it, said he felt insulted. “It is a new and an advanced style in which the future History of England is to be written.”—So “Y.B.” says. We at once replied that it might be very good for a History of England, in fact, much better than that in which many histories were written, but it would not do for Canoeist—En.] AMERICAN CRUISING AND RACING CANOE, By W. P. STEPHENS. (See Lliustrations in our last. ) It is too much in these inventive days to claim originality for a canoe design, or indeed for many of the features, and much in the present boat will be recognized by those familiar with literature of canoeing as derived frum the published descriptions of the leading canoes. This much credit however the designer can safely claim, the combination of the various details are his alone, and in no case has any feature been introduced without a very careful consideration of its merits and defects. The design was first made in the fall of 1884, since which time the cance has been slowly built at odd times by the owner, and though in use for a season she has never raced, Since her inception ideas have changed much, a smaller class of canoe has come forward in the races, while the smooth-skin boats are quite numerous, so that witha rather heavy outfit of boards and hatches she would hardly compete on even terms with the light and empty racing boats. Heér main use however as designed was cruising, and for this she is very satisfactory, The lines were suggested long since by the beautiful bottoms of the Canadian canoes, craft radically different from the ordinary decked canoe of England and the United States, and the attempt has been made to combine these full but easy and graceful lines with the qualities necessary to a decked canoe. The floor is kept flat for a distance fureand aft, the bilge is also well marked, The dimensions are length 15ft ; beam 30in ; depth amidship, 1iin; sheer forward 7in, aft 5!4in. The details of construction are almost entirely original with the designer and builder. The stem and stern are of hacimatack, the former aknee. All the linesare carried out to the fore side of stem and after side of sterapost, and to do this the two are carefully sided tu fit the varying fineness of the waterlines, instead of being sided to a uniform thickness, asin all American canoes, ‘The result of this is the make a far fairer and handsomer boat. The keel, of oak, is unusually wide and thin, gin. by 5-8in. and in another boat it would be 5in. wide and in, thick, see Fig 2. In order to stiffen the floor the cross ledges on which the floor boards rest are fitted closely to the keel and planked and rivetted fast with long rivets or stout copper wire, until keel, planking and ledges are thoroughly braced by each other, This makes the strongest and lightest possible construction, while it gives a wide flat bottom for the canoe to rest on or for hauling up. The keel does not project at all, except at the ends, but 1s protected by thin strips of brass, as shown in Fig 2. The four lower strakes are Yin. white cedar, the best possible wood for canoe building where it can be had of good quality, ;which is not always the case, even in New York, The upper strake is of mahogany, its form being shown in Fig 1. Instead of stopping at the rabbet, as is always the case, it is carried across the stem and sternpost, not only making a neat finish, but materially strengthening the ends from the effects of a hard pull. The 3in. is scored into the stem, as shown, and the two ends of each strake are rivetted through and through, thus the strain of a pullon the stem is transmitted to the deck and planking, avoiding the danger of pulling the stem out bodily, as has sometimes happened, All the complicated construction of the ordinary canoe, the inner gunwale and outer beading is avoided, the upper strake is rabbeted out to lap over the strake below, see Fig 1, and at the top it is sufficiently thick to take the screws of the deck, the Jatter bemg laid with fresh varnish in the joint. | THE MODEL-YACHTSMAN AND CANOEIST. The deck beams simply butt against the upper strake and are fastened by 214in. screws into their ends. They are also of hackmatack, an excellent wood. The centreboard trunk beds on the wide flat keel and a good joint is easily made. The after trunk is placed on a 3in, thick deadwood of white pine, as the space is too narrow to admit the sides of trunk down onthe keel. The floor boards are 3in. above the inside of garboard. There are 3 fixed bulkheads, the centre one being really in the well, as the coaming extends some distance ahaft it. The ends of the well are square and the hatches flat, as they and further does not in the least interfere with the stowage. TI notice also, that the shape of the stem in your drawing has been altered from the tracing I sent. Yours respectfully, W. P. STEPHENS. New York, Canoe ‘‘Hermit.” Bayonne, N.J., July 12th, 1888, [Even Mr. Stephens does not regret more than ourselves the mistake which attributed to him the foot-steering gear we last month criticised. We have his drawings, which shall We appear. By an accident the wrong ones were copied. apologise to our friend, and ask his acceptance of this ex- are much stronger and can be more easily stowed, each hatch planation. —ED. ] reaches down to the deck, and at the fore end, as well ason LOWESTOFT. THE Epiror, 7he Canoeist. is fitted with a strip on the side, outside the coaming, which E57 the bulkhead, the joint is made by a wide strip of brass lapping 34in. over the hatch. (The details of the after hatch are fully described in Canoe and Boat Building which you have, so will not repeat here, the hinges described were not found necessary in practice.) The inclined backboard, or bulkhead, is removable, the compartment behind it forming part of the sleeping room. The two forward hatches are in place in’ bad weather, but for rail transit the fifth flat hatch closes all up securely. In good weather the three hatches S1r,—I should be much obliged if you would inform me in your next issue as to whether Lowestoft isa suitable place to go to for cruising on the Norfolk Broads; can you give me any idea of the cost of hiring a canoe by the day with full cruising gear included, and also if there is any Firm “CYGNET.” there that I can hire the canoe from, aft of sliding bulkhead and the after compartment, gives ample room for tent, clothes, bedding and stores. The tabernacle is rigged a la pearl. from which you can reach every part of the Broad district without leaving your canoe —I mean Oulton Broad. Regarding hiring a cruising cance, there is nothing of the kind to let so far as I know in the Kingdom. I suppose are stowed below, makinga seat for paddling. On each side of the trunk is a space for stowage, which with the space The steering gear works very perfectly and is the best the writer has yet found. On top of the rudder is a circular piece of hard-wood 6in. diam, with about 1-3 its area cut away. Around the edge is a deep groove to take a piece of 3~I6in. copper wire rope. This rudder-head must be concentric with the centre of the rudder pintles. On deck isa similar piece, in this case a complete circle, fitted below with the dove-tail plates used on most stcering gears in this country. so that it can be readily removed. The lower plate is set flush in the top of the after hatch, so that the whole surface of the wood disc has a goad bearing onthe hatch. The wire continues in a groove around the disc., being fitted with turnbuckles hooking into rings lashed to the main tiller lines. The tiller is held by two square hasps of flat brass, Fig. 4. The after end of the tiller is cut away so that the weight of the hand onthe otherend depresses it. A spring, D, of flat spring brass, screwed to the top of the tiller and turned up in a hook at the other end, serves the double purpose of keeping the tiller up and of holding it in the hasps. Nearly all the many accidents to deck gear are caused by the strong pressure thrown accidentally at times on the end of the tiller, a powerful lever that is sure to break something. In the present device the tiller is held clear of the hatch by the spring but the first heavy pressure on it brings the hand down on the top of the hatch, and no harm can be done. If it is desired to lock the helm it may be done by placing a plate of brass just aft the disc with holes drilled in it in, apart. On the end of the tiller is a piece of wire projecting downward, which will enter one of the holes as soon as the end is depressed by the spring; while the least pressure on the handle raises the pin and releases the helm. The rudderhead is placed as low as possible, an inch at least below the deck ; this gives sufficient angle of helm. A tricing line is used to raise the rudder in shoal water. With this rig the cord can never run out of the groove nor can the mizen sheet ever catch or foul. The weight is about half the brass wheels used on the ‘Pear? and ‘Maztelzs,’ [To be continued.] THE EpItor, The Canoeist, I wish to disclaim any connection with the foot-steering gear ascribed to me in the fuly number of Cawoeist, 1 never have seen anything like it and certainly would not put such a clumsy and dangerous affairinacanoe. The gear which I described is adjustable to a sitter in any position, [You will find Lowestoft a splendid centre for canoeing. You have two miles of tidal river, not much current, on which you can knock up and down. At the head of it you have one of the finest sailing lakes in the world, and the price would be about 42 if you could get it. You might write to Mr. ——, yacht and boat builder, Oulton Broad. Ido not know the firm’s name, but I think that address would find the only man who is there who would know if anything of the kind could be had. —Ep,] CANOEING—DOWN THE WYE-—IN ’83. By THE EDITOR. ( Continued— Commenced December, 1887.) Fortunately for our night’s comfort and ensuing day’s health we met with good friends here. All our clothing of the day was well wet, and having changed these for dry, a problem was very gravely discussed in the tent what we were to do with the wet ones. The houses near, so far as the darkness and rain permitted an inspection, looked too big and too good to be requisitined for so mean a purpose as drying wet flannels. However, we argued, who knows perhaps they are only poor folk, who might be glad of a shilling in the morning. Anyhow the lot fell upon the skipper to go and see how matters lay. This he agreed to do, but the next question was how could he go out in the rain, without wetting his slippers which he would wear as usual all night? “Take them off, suggested Hal, socks too, and go barefooted.” This was acted upon and a right hearty welcome we had, nay, the gentleman of the house insisted on fetching the things. As relay after relay got dry he brought them back and on each call inquired what else he could do for us. At last ten p.m. came; we were afraid the howling wind, as we were encamped on so exposed a spot would prevent our sleeping. But so far from that being the case, our day’s work had so well fitted us for sleep that the regular letter writing and reading fell through, 158 THE MODEL-YACHTSMAN and we got into our sleeping bags, spread our tiny pillows and were soon dead to the world, and the whole world was dead to us. -Tuesday.—Still a strong wind from the West, which meant sailing down stream. We walked up the bank to have a plunge. To our joy the river had risen two feet and was running fast. This we knew meant a clear course all down, and no more music as we called it when the boat touched the stones in the bed of the river, I took a clean header, and Hal was startled to find, when he looked round, I was out of sight. My cut heel and strained ankle began to trouble me very much, and continued to cause me to limp the whole’ time until a week after I had begun my residence in London, at the conclusion of the cruise. After breakfast we left the camp to the tender mercies ofa small group of well-behaved youngsters, whilst we went for letters, and to look up a photoman for our picture. The only letter to hand was an amusing epistle from the skipper’s eldest, and his companion on several former cruises, in which that young genius, exhorted us to “keep our shirt fronts clean and our masher collars stiff, so that we should not disgrace the ship.” Whilst the apparatus was being got ready, Hal went for a look—‘‘just inside the Cathedral.” The focusing was done, and all was ready, but no Hal appeared. For three quarters of an hour we waited, and then up he comes as cool as § o’clock in the morning, and made the provokingly bland statement that he had, under the wing of the Verger, ‘‘done” the whole Cathedral in the orthodox style. ‘The Skipper, has since been informed on meeting Hal on his wedding tour that he looked at that particular moment anything but angelic, This I can avow, he did not feel like an angel— (male). At ten-thirty we got afloat. . The distance from Hereford to Ross by road is eleven miles, by water twenty six; this difference is very well, but hardly comes up to the Links of Forth, which between Alva and Stirling give, I believe, a still greater distance. It was by this time aclear bright day—-wind and tide both in our favour, so that if we did nct enjoy ourselves, the fault would be wholly our own. The riverside suburb of Hereford is more than charming, it is almost grand, the bank rises up to a considerable height, all along the top of which is a handsome series of villas in nearly all styles of architecture. Each villa has its garden sloping down to the waters edge. In fact, from Hereford to the Bristol Channel the scenery may be said to increase in grandeur the whole way. Towards eleven o’clock the sun came out. The stream itself ran with great swiftness, and added to a stiff West wind, which did good duty on our mizen, the early stage of our day’s cruise was one AND CANOEIST. long to be remembered. A few miles city, those remarkable hills which below the stretch some miles west-ward until they terminate in the Malvern heights, and which divide the two counties of Gloucester and Hereford, were approached. They are here termed remarkable because they are so closely—-indeed, grandly wooded from bottom to top. As an opening presented itself between one pair of hills—so clad in wood beyond a still higher one rose in a denser hue, and so helped to blend into the varied qua ities of the lovely picture, or rather real panorama that for days was to pass as we glided on. Not an incident or adventure occurred the whole way to Ross, save the usual run ashore to stretch our “on hill, and legs, get our lunch, or to change our watches, deck or below.” The same green pastureland, villa, village, spire, or white-faced herds, came went, and were constantly repeating themselves. True, the wind we had been favoured with died away, and it became steady work for the paddle for many miles. At 4-30 we sighted the romantic-looking perched like a small Stirling, on a hill, Ross, with, apparently all its windows peeping towards the river. G@rperimental Engineers, cr aS ia 8 o Model Yacht Builders, 3 o oO ° oi &ec., &c. ° MODEL STEAM-ENGINES, ACTUAL and all the Separate Parts. STEAM WORKMANSHIP. MADE TO of highly-finished THE WORLD, on view at the Show Rooms: Lists Free. SCALE. 75a, Queen Victoria St., LONDON, E.C. Factories: 25, Bread St. Hill, E.C., and Enterprise Steam Wor , Bowling?Green Lane, E.C. Established 1843. 22, ALDGATE, LONDON. SEND 3¢, FOR ILLUSTRATED GATALOGUE, 100 ENCRAVINCS, af Price Lists 30 % Cheaper than any House in London. TAYLOR BROTHERS R. J. TURE, Have transferred their business to Boat and Canoe Builder, & SQUIRE, 36, South Castle Street, LIVERPOOL. Bi (Ship Builders and the Trade supplied.) Cruising Canoes Built, Rigged, and Finished Double Ball Stanchions. .is. 6d. doz. LIsts Complete with all the latest improvements. FREE. 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